Railway-car.



E. MITTAG.

RAILWAY OAR.

APPLICATION rum) mo. 12. 1910.

Patented May 9 8 SHEETS-SHEET 1.

WTW WWTW WW Tn: NORRIS PETER: 60-, wumyanw, o c.

E. MITTAG.

RAILWAY OAR.

I nrmoumn FILED 13110.12, 1910.

Patented May 9, 1911.

a BEBETB-BHBBT E. MITTAG.

RAILWAY OAR.

APPLIOATIOK rum) mo. 12, 1010.

Patented May 9, 1911.

a snnn'rs-snnm Ea;

ERNST MIT'IAG, OF BERLIN, GERMANY.

RAILWAY-CAR.

Specification of Letters Patent.

Patented May 9, 1911.

Application filed December 12, 1910. Serial No. 596,965.

To all whom it may concern;

Be it known that I, ERNST MrrrAc, a citizen of the German Empire,residing at Berlin, in the Kingdom of Prussia, in the German Empire,have invented certain new and useful Improvements in Railway-Cars; and Ido hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same.

My invention relates to improvements in railway cars, and moreparticularly to railway cars which are used in railway systems of thecharacter described in the United States Patent Nr. 968,884 dated August23, 1910, previously granted to me, in which system the car is providedwith upper and lower wheels running on upper and lower single rails.

The object of the present improvements is to so construct the car thatit can more easily run in an inclined position through curves ,orthrough switches, for which purpose the upper wheels of the car aremounted on a truck which has a slight play about a vertical axis, sothat it can follow the said curved parts of the track.

For the purpose of explaining the invention an example embodying thesame has been shown in the accompanying drawings, in which the sameletters of reference have been used in all the views to indicatecorresponding parts.

In said drawings,Figure 1, is a side view of a car designed for use inmy single rail system and embodying my present invention, Fig. 2, is avertical cross-section on an enlarged scale of the upper truck and theupper rail forming a guide for the same, Fig. 8, is a side View of theparts shown in Fig. 2, Fig. 4:, is a plan of the truck, Figs. 5 and 6,are end views of the system showing cars and parts of the upper andlower single rails, the road bed, and the supports for the upper singlerail, Fig. 7, is a diagrammatical view of a switch, Figs. 8 and 8 areexamples of the system as applied to an elevated railway, Fig. 9, is anexample of the system as applied to an ordinary railway, and Fig. 10, isa diagrammatical view illustrating the relative position of the upperand lower single rails in curves.

Referring to the example illustrated in the drawings, the body 1 of thecar is provided with two pairs of lower wheels 2, 2 disposed centrallyof the car and in line with each other, and arranged to run on asuitably supported lower single rail 3. At both sides the car isequipped at its lower side with guides 4 which preferably have the formof the runners of a sledge, and which are arranged to prevent the carfrom falling sidewise in case of a derailment. While the car is at astation the said guides can rest on rollers 5, as is shown in Fig. 6. Onthe roof of the car and centrally of the same upper wheels 7 are mountedin bearings 8 which are constantly forced against the upper rail bymeans of springs 9. The wheels are disposed on a truck 10 which has aswiveling movement about a vertical pivot 11 and which adapts itself tothe inclinations of the car and to the variations in the relativeposition of the upper and lower rails.

Between the wheels 7 means are provided to prevent a derailment, and thesaid means are so constructed, that they can easily pass through thespaces left between different parts of the switches and along curvedparts of the rail. In the example shown the said means consist of curvedarms 12 which are rigidly secured to the roof of the car. At their upperends the said arms are adjacent to both sides of the rail 13, so as toembrace the same, and they are spaced away from the rail to permit thenecessary play of the truck relatively to the rail. If the wheels 7 aredisengaged from the rail 13 the car is guided on the said rail by meansof the arms 12, so that it can not fall.

In Fig. 7 I have illustrated the form of a switch for the upper rail 13.As shown the construction of the switch is such, that the wheels 7 andthe arms 12 can freely pass. Figs. 8 and 8 show an elevated railwaywhich is supported on pillars 15. Fig. 9 shows the construction of anordinary railway, and Fig. 10 shows the relative position of the upperand lower rails in curves and in switches. As shown in curves the upperrail 13 is so displaced relatively to the lower rail 3, that the car cannot securely pass through the curve, unless the upper wheels aredisposed on a truck which has a slight play about a vertical axis. Inthis case the truck which carries the upper wheels assumes the directionof the arrow 17 while the car travels in the direction of the arrow 16.

I claim herein as my invention:

1. In a railway car, the combination with the car body, of lower wheelsarranged centrally of the car and in line with each other, upper wheelsarranged on the roof of the car and in line with each other, said upperand lower wheels being adapted to run on upper and lower single rails,and a truck carrying the upper wheels and having a swiveling movementabout a vertical axis.

2. In railway car, the combination with the car body,'of lower wheelsarranged centrally of the car and in line with each other, upper wheelsarranged on the roof of the car and in line with each other, said upperand lower wheels being adapted to run on upper and lower single rails,anda truckiS bracing the upper rail at a suitable distance 20 therefrom.V

In testimony whereof I hereunto aiiix m signature in the presence of twowitnesses.

ERNST MITTAG.

Witnesses HENRY HASPER, .WOLDEMAR HAUPT.

Copies of this patent may be obtained for five cents each, by addressingthe Commissioner of Patents, Washington, D. C.

